Velocipede



` 3 Sheets-Sheet 1. B. G. LATTA.

4 VELOGIPBDB.

(No Model.)

No. 578,644. Patented Mar.'9, 1897.

(No Model.) 3 Sheets-Sheet 3. E. G. LATTA.

VBLOGIPEDB.

No. 578,644. Patented Mar. 9, 1897.

1l/11111111111111111111 ""4VIII/111111111111111 UNITED STATES PATENTOFFICE.

EMMIT LATTA, OF FRIENDSHIP, NElV YORK, ASSIGNOR TO THE POPEMANUFACTURING COMPANY, OF PORTLAND, MAINE.

vELoclPEDE.

SPECIFICATION forming part-of Letters Patent No. 578,644, dated March 9,1897.

Application led February 2, 1888. Serial No. 262,707. (No model.)

To @ZZ whom'it may concern:

Be it known that I, EMMIT G. LATTA, of Friendship, in the county ofAllegany and State of New York, have invented new-and usefulImprovements in Velocipedes, of which the following is a specification.

The object of this invention is to produce a light and safe tricyclewhich can be readily converted from a tandem or double machine to asingle machine, which in its tandem form v may be used by two ladies andin its single form shall be no more complicated than if it wereconstructed as a single machine only.

A further object of the invention is to provide a simple doubledriving-gear of variable speed and power; also to render the steeringmechanism safer and more eifective, and, finally, to improve the meanswhereby the driving-wheel bearings, the saddles, front handle-bar, andmud-guard are secured to the frame of the machine.

The invention consists to these ends of the improvements which will behereinafter fully described, and pointed out in the claims.

In the accompanying drawings, consisting of three sheets, Figure l is aside elevation of my improved tricycle arranged in the form of a tandemor double machine. Fig. 2 is -a vertical longitudinal section of aportion of the main frame thereof, on an enlarged scale. Fig. 3 is across-section in line :l: Fig. 2. Fig. 4 is an enlarged fragmentarysectional top plan view of the mechanism whereby the steeringpost isconnected with the steeringhead. Fig. 5 is a top plan view of themachine. Fig. 6 is a cross-section of the front saddle support land itsbrace in line w w, Fig. l, on an enlarged scale. Fig. 7 is a perspectiveview of the adjustable support or pillar of the front saddle. Fig. 8 isa side elevation of the removable frame, which is detached from themachine when the latter is converted into a single machine. Fig. 9 is avertical cross-section, on an enlarged scale, of the clamp whereby thespring of the front saddle is secured to the saddle-pillar, the sectionbeing taken in line Fig. l. Fig. l0

is a cross-section, on an enlarged scale, of the clamp connecting therear-saddle support to the upper fork of the driving-wheel, thesectionbeing taken in line y y, Fig. l. Fig. ll

is a cross-section, on an enlarged scale, of the rear-saddle support, inline .c z, Fig. l. Fig. l2 is a vertical longitudinal section of one ofthe bearings of the driving-wheel and the coupling whereby it isconnected to the main frame, on an enlarged scale. Fig. 13 is averticalcross-section of these parts at right angles to Fig. 12.

Like letters of reference refer to like parts in the several figures.

A represents the rear drivingwvheel; a, its axle, provided with asprocket-wheel a.

A A2 are the front steering-wheels, and B is the main frame of themachine.

B B2 represent the forks of the rear wheel, C are the bearing-boxesthereof, and D are couplings connecting said bearings to the inner endsof the forks B' B2.

c represents the rear crank-shaft, journaled in bearings formed at thelower end of an arm or bracket E, which is adjustably secured to themain frame B.

F F represent two sprocket-wheels mounted upon the crankshaft e and madeof different diameters, and f is an endless chain running around thesprocket-wheel a' and one of the sprocket-wheels F F.

The couplings D each consist of an upright stud or spindle d, which fitsinto an opening or socket d', arranged in a forging or enlargementformed at the junction of the inner ends of the forks B B2, and twovertical lugs or ears d2, which embrace a lug d3, formed at the upperend of each bearing-box C, said lugs being connected by a horizontalpivotbolt d4, as shown in Figs. l2 and 13. The sockets CZ are held uponthe spindles d by horizontalV pins or bolts d5, passing through openingsin the sockets and engaging in annular grooves or depressions d6, formedin the spindles. This construction permits the spindles d to turn on thebolts d5 to aline the bearing-boxes C on the axle if one arm of thelower fork B should be slightly longer than the other, and thehorizontal bolts d4 allow of the necessary lateral play of thebearing-boxes to enable the latter to assume a perpendicular position ifone of the fork-arms is higher than the other.

The-vertical spindles d are offset or located on one side of a linedrawn through the center of the bearing-boxes, so that upon reverslOOsired relative speed. For this purpose the spindles CZ are offset fromthe center of the bearings C a distance about equal to the differencebetween the diameters of the sprocketwheels F F. In the position of theparts represented in Fig. 1 the large wheel F' is connected with thesprocket-wheel a.

The wheels F F are secured to opposite ends of the crank-shaft e atabout equal distances from the longitudinal center line of the machine,so that the wheel a' can be connected with either one of the wheels F Fby reversing the driving-wheel A when used as a single machine or byreversing the crank-shaft. The chain f is tightened by adjusting thebracket E on the main frame B.

The main frame B consists of two det-achable tubular sections or parts HH. The section H is rigidly secured with its rearendto the lower fork B'and is provided at its front end with a depending upright spindle orshank h. The section H is provided at its rear end with a Verticalsocket `or sleeve 7L', which iits over the spindle h of the section Hand is secured thereto by a nut applied to the lower end of saidspindle. The sleeve 7L is rigidly held against turning on the spindle hby vertical lips or flanges h2, formed on the rear section H and bearingagainst opposite sides of the front section, as shown in Fig. 3.

i is the front crank-shaf t, which is mounted in eccentric bearingsformed in brackets I, arranged at the lower ends of the sleeve 72,. j isa sprocket-wheel secured to the crankshaft fi, and j is a chain runningaround the sprocket-wheel j and one of the sprocketwheels F F. In theconstruction shown in the drawings the chainj' passes around the smallwheel F and the chain j' runs around the large sprocket-wheel F. Thesprocketwheels F F' form with the wheel a' a twospeed gear, and with thewheel j a double driving-gear for tworiders. The wheels F and j arepreferably of equal size, so that the riders keep step, and as thewheels F F are both secured to the same crank-shaft the wheel Ftransmitsthe power of both riders to the wheel a. The front chainj is adjusted byturning the eccentric bearings in the brackets I.

A very powerful gear is obtained by connecting the wheelj with the wheelFl and the wheel a with the wheel F. This arrangement requires the frontrider to pedal faster than the rear rider, which is in some casesdesirable. The sprocket-wheels F, F', and j are secured to theircrank-shafts e and 7,' in such a manner that, if desired, the wheels Fand j may be interchanged, which gives the driving-wheel A the sameperipheral speedas if its sprocket-wheel a" were connected to the wheelF and enables the front rider to pedal slower than the rearrider. Thisarrangement is sometimes desirable when a lady occupies the front seat.

7c represents the vertical spindle arranged at the front end of thesection H', and K is the steering-head arranged upon the spindle andheld thereon by a n ut applied to the lower screw-threaded end of thespindle, as clearly shown in Fig. 2.

L represents a horizontal bow or curved tubular frame rigidly secured toa bracket or socket Z, which is in turn secured to an oblong or ovalenlargement formed on the front side of the steering-head by means oftwo horizontal bolts l' Z2. rlhe journals of the steeringwheels A A2 aresecured to or formed at the outer ends of the frame L. By giving thisframe L a curved form the axles of the steering-wheels are locatedbehind the steeringhead,which renders the machine safer in turning thanit would be if the steering-head were arranged in line with the axles ofthe steering-wheels. Italsopermt-s Jthe machine to be built narrower.Itis obvious that the same result will be obtained by making thebranches of the frame straight from the steering-head to thesteering-wheels, but I prefer to curve it, so as to provide ample roomfor vthe feet and legs of the front rider, as well as to contract thelength of the wheel-base over what that length would be were the axlesstraight, and as is clearly apparent in Fig. 5 of the drawings.

M represents the upright steering-post, secured with its lower end tothe section H of the main frame B, and m represents the handle-bar post,to the upper end of which the handle-bars are secured.

n is a short tube arranged in the steeringpost M, and in which thehandle-bar post is adjustably secured bya suitable clamp. The tube npasses through the section II of the main frame and is provided at itslower end with a cross head or bar o. The steering-head K is providedwith a similar cross-head d, which is connected with the cross-head 0 byconnecting-rods o2, so that by turning the handle-bar post by means ofthe handle-bars in either direction this movement is transmitted to thesteering-wheels.

P represents the front saddle, P its pillar or supporting-frame, and P2the supportingtube in which the saddle-pillar is adjustably arranged.The lower end of the tube P2 is rigidly secured to the section II of themain frame B, and its upper end is connected with the upper end of thesteering-post M by a brace q. The upper end of this brace is united withthe tube P2 bya forging g', which is provided with a stub or projectionitting into the tubular brace q. The tube P2 is curved upwardly andbackwardly for about twothirds of its length, while its upper portion,which receives the saddle-pillar P', is straight. The saddle-pillar Pconsists of two horizontal legs p p, connected at their front ends andprovided with inclined or angular branches IOO IIO

or extensions p p', as shown in Fig. 7. The lower ends of these branchesare adjustably secured in openings p2, formed in the forging q', whichlatter is split from these openings to its front side and provided withtwo lugs or ears p3, through which passes a clampingbolt p4, asrepresented in Fig. G. The lower ends of the branches p project into thetube P2 and are concealed by the latter.

R represents the spring of the front saddle, which is secured to thehorizontal legs p p of the saddle-pillar bya clamp r. The latter iscomposed of an upper and a lower plate provided in their adjacentportions with grooves or depressions r', in which the branches of thesaddle-spring and t-he legs p p are seated, and a vertical clamping-boltr2, connecting these' grooved plates, as shown in Fig. 9.

s represents the front handle-bars, which are preferably made tubularand secured to lateral projections s', formed on opposite sides of theclamp r. This clamp permits the spring R and the handle-bars to beadjusted forwardly and backwardly on the saddle-pillar independently ofeach other or together, as may be desired. By arranging the branches pof the saddle-pillar at an angle to the horizontal legs p the front seatcan be adjusted vertically and at the same time backwardly and forwardlyto suit the average rider.

The saddle-pillar P is preferably constructed of a single length or rodof steel. It is light, cheap, and slightly elastic, and, being double,it prevents the saddle from turning or twisting.

T represents the rear saddle, T the pillar, and T2 a curvedsupporting-tube secured with its lower end to the section H, and inwhich the saddle-pillar is adj ustably secured. The saddle-pillar iscomposed of two branches or legs t t, which are formed in one piece withthe saddle-spring t and are -arranged with theirlower ends in sockets oropenings formed in a forging t2, secured to the upper end of the forkB2. The forging t2 and the upper end of the tube T2 are split, as shownin Fig. l0, and a clamping-bolt 253 passes through these parts, wherebythe branches of the saddle-pillar T' are secured in said forging.

If desired, the saddle pillar and spring of the rear saddle may beconstructed like those of the front saddle, but I prefer theconstruction above described, as the handle-bars are not attached to thesaddle-frame, as in the construction of the front saddle. The tube T2 iscurved concentric with the rear wheel A and forms a mud-guard for thesame.

u is an upward and rearward extension of the tube or mud-guard T2,extending rearwardly beyond the center of the wheel A. The rear portionof this extension u is supported by bars or braces u', secured withtheir lower ends to the fork B2, and is secured at its front end to theforging t2. This extension is constructed of sheet metal and preferablymade of semicircular cross-section, as shown in Fig. lO7 and is made ofabout the same width as the tube T2 of the mud-guard.

The extension u of the mud-guard being arranged in rear of the saddle issubjected to little strain and can therefore be made lighter and at lessexpense than if the tube T2 were extended backwardly sufficiently totake the place of the extension u.

The lower ends of the branches t are each inclosed by a small tube orsleeve Z4, as shown in Figs. 10 and l1, to prevent the same from bendingand to enable the holes in the forging t2 to be made of the same size asthose in the forging q', so that a double saddle-pillar and separatespring like that of the front saddle may be employed for the rearsaddle, if desix-ed.

W'hen it is desired to convert the tandem or double machine into asingle tricycle, the front section II' of the main frame B, with itsconnecting parts, (shown in Fig. 8,) and the drive-chain andconnecting-rods o2, are detached from the machine by removing the nut atthe lower end of the front spindle k and the bolt at the lower end ofthe brace q. The steering-head K is then attached to the spindle Zt,arranged at the` front end of the section H, and the cross-heads o o areconnected by a shorter pair of connecting-rods. This arrangement bringsthe steering-wheels A A2 into the position represented by dotted linesin Fig. 1.

To pass the machine through a doorway or passage which is narrower thanthe machine, the upper bolt Z of the bracket Z is removed and the bow orframe L is turned into a vertical position upon the lower bolt Z2 as apivot. The steering-wheels will then stand horizontally, whichconsiderably reduces the width of the machine.

A less expensive construction may be obtained by rigidly securing theframe L to the steering-head K and attaching the connecting-rods o2directly to the frame L. In this case the machine could be narrowed byremoving the steering-head from its spindle, but this requires theconnecting-rods to be detached in addition to the nut Z', or, in otherwords, the construction requires the removal of three nuts instead of asingle nut, as in the iirst-described construction.

I claim as my inventionl. In a velocipede, the combination with twofront steering-wheels and a single rear driving-wheel and its aXleprovided with a sprocket-wheel, of two crank-shafts arranged in front ofsaid rear wheel and provided with sprocket-wheels connected by adrive-chain arranged on one side of the center of the machine, and adrive chain connecting the sprocket-wheel of the rear driving-wheel withthe sprocket-wheel of one of said crank-shafts and arranged on theopposite side of the center of the machine, substantially as set forth.

2. The combination with the axle of the rear driving-wheel provided witha sprocketwheel, and a crank-shaft provided with two IOD IIC.

sprocket-Wheels of different diameters, of the main frame provided witha socket or opening, a bearingbox provided with a spindle engaging insaid socket and arranged on one side of the center of the bearing-box,whereby the distance between the sprocket-wheels of the axle andcrank-shaft can be varied by reversing the driving wheel in the mainframe,and either sprocket-wheel of the crankshaft can be connected withthe sprocketwlieel of the axle by the same drive-chain, substantially asset forth.

3. The combination with the main frame of a velocipede provided with asocket or opening, of a bearing-box provided with an eccentric spindleengaging in said socket and a horizontal pin or bolt secured to the mainframe and engaging in an annular groove or recess formed in saidspindle, substantially as set forth.

4.-. The combination with the main frame, a single rear driving-Wheeland two front steering-wheels, of a horizontal frame or bar connectingsaid steering-wheels and capable of being turned into a verticalposition, to reduce the width of the machine, substantially as setforth.

5. In a velocipede, the combination with the main frame, a reardriving-wheel and a crank-shaft, of two front steering-wheels arrangedoutside of said crankshaft, and a 1 curved frame connecting saidsteering-wheels and attached to the main frame and composed of two armspassing outwardly from the main frame and extending rearwardly outsideof the orbits or circles described by the cranks, substantially as setforth.l

6. In avelocipede, the combination with a rear driving-wheel and twofront steeringwheels, of a main frame provided at its front end with aspindle, an auxiliary frame provided at its rear end with a socketadapted to it over said spindle, and at its front end with a spindle, aframe or bar connecting the front steering-wheels, and a steering-headattached to said fra-me or bar, and adapted to be applied either to thespindle of the main frame or to the spindle of the auxiliary frame,substantially as set forth.

7. The combination with the main frame, composed of a front sectionprovided at its rear end with a socket or sleeve and a rear sectionhaving a spindle, of a saddle-support secured to said front section anda crank-shaft bracket attached to said sleeve orsocket, substantially asset forth.

Witness my hand this 30th day of January, 1883.

' EMMIT G. LATTA. lWitnesses:

HERMAN RICE, H. C. WILooX.

